ES2712148T3 - Enclosed shaft system for marine propulsion - Google Patents

Abstract

An enclosed axle system to be incorporated into a ship's marine propulsion apparatus comprising: an axle (10); said shaft (10) having a first end that is adapted to receive a propeller (18) and a second end that is adapted to connect to a coupling (11) for connection to a motor; an outer casing (30) having a first and second end, said shaft (10) extending through said outer casing (30); the first end of said outer casing (30) being connected to a bearing housing (18), said bearing housing (18) containing a bearing assembly (14, 15) for supporting said shaft (10), said shaft extending (10) through said bearing housing (18), and a first seal assembly located between the shaft (10) and the bearing housing (18); an insulator mount (90) connected to the second end of the outer casing (30), said shaft (10) extending through the insulator mount (90); wherein one thrust assembly (50) contains forward and reverse thrust bearings (52, 53) supporting said shaft (10), said shaft (10) extending through said thrust assembly (50) and a second set ( 97) located between said thrust assembly (50) and said shaft (10), wherein said isolator mount (90) is adapted to pass through the hull (91) of the vessel, said thrust assembly (50) is connected to the isolator mount (90), and the thrust generated by the shaft (10) is transmitted from the thrust assembly (50) to the isolator mount (90) and is characterized in that said isolator mount (90) includes an assembly (92 , 93, 94) sealing between the isolator mount (90) and the hull (91) of the vessel, a source (73) of pressurized lubricant circulating through said thrust assembly (50), said isolator mount (90) , said outer casing (30) and said bearing casing (18) to thereby lubricate said enclosed axle system.

Description

DESCRIPTION

Enclosed shaft system for marine propulsion

Field of the invention

The invention relates generally to motor boats, specifically to the supply of energy from the engine of a motor boat to a propeller, and back to the ship itself to effect a forward or backward movement in the water. More specifically, the invention relates to a reliable and economical form of enclosed transmission shaft, autonomous and associated components, suitable for installation in small boats.

Background of the invention

The enclosed shaft system of the present invention provides a unified structure, which includes a single bearing arrangement and a helix-distributor to create a continuous flow of fluid lubricant between all bearing surfaces, in which one or more bearings they stabilize the movement of the shaft and allow the flow of lubricant. The invention further includes suitable seals for containing lubricant within the shaft enclosure and excluding the sea water thereof and an insulator designed to cooperate with the remaining components and to provide a long service life with stable characteristics.

One problem with current current rotary shaft propulsion systems is the projection of a rotating shaft through the hull of a marine vessel. The exposure of the axis to the marine environment requires a large amount of maintenance in order to prevent marine growth from covering the axis. Marine growth is one of the biggest deterrents to the adequate and efficient performance of a marine vessel. Marine growth is typically of the animal type, being the most predominant acorn limpets and tube worms. The growth causes excessive turbulence along the axis, which reduces the efficiency of the vessel and the associated helix. The rotation of the shaft imparts even more turbulence in the propeller that results in vibrations difficult to eliminate. Cleaning an exposed propeller shaft is difficult due to its shape and the need to perform most of such cleaning while the boat is in the water.

Description of the previous technique

The present invention is directed to an enclosed, oil-filled, self-contained assembly of the shaft and of the thrust bearing that includes an insulating mount that is the entry point of the axle system into the hull of the vessel and transmits all thrust from the helix to the hull structure of the boat.

As can be easily determined from the Kutta-Joukowski theorem and the calculation of the Magnus Effect, the removal of the rotation element from a marine axis greatly reduces the lift, drag and horsepower needed to generate them. Enclosing the shaft in a stationary housing can then be calculated as a direct drag based on the area presented in the appendix. This can be determined by looking at a standard NACA sheet or a fin section that is the elliptical result of a cross section through an axis at the angle of incidence (axis angle) of the fluid stream. Below is a graph of drag factors for the standard NACA sheet series:

Coefficients of drag of the NACA sheet series

Drag coefficients (<2 Degrees of

NACA series incidence)

63 0.0052

64 0.0045

65 0.0042

66 0.0038

The total drag on a fin or sheet comes from two main components, induced drag (drag generated by elevation) and drag profile (drag created by the shape and size of the sheet). These two main drag components can be considered as "active" and "passive" drag. Then, within the "passive" or profile drag, there are two additional components, the drag due to the transverse cut that occurs to the incident flow, and the dragging of the wet surface area due to frictional drag of the surface of the sheet.

The passive drag components are present both in enclosed axle systems, as well as those exposed conventionally. It is worth noting, however, that the Magnus effect is more detrimental to performance and power losses created by an exposed rotating shaft in a conventional system due to the presence of both "active", "passive" drag as "vortex", which can be calculated for a non-rotated enclosed system, which only exhibits "passive" entrainment elements.

For each action there is an equal and opposite reaction, in short, the generation of elevation, friction and drag requires an equal input of energy to surpass itself.

Similarly, each cutlass style bearing within the axle system adds an additional 3% of lost energy, plus the losses associated with stuffing boxes and axle seals with an average of about 2%. The extrapolation of the formulas that define the Magnus effect in a series shows an increase in relation to the left and the speed, therefore, the total horsepower losses of the axis can range between 6% and more than 10% afterwards. that all the components are added.

Kutta-Joukowski elevation theorem for a cylinder

"The elevation per unit length of a cylinder acts perpendicular to the speed (V) and is given by:

L = pVG (Lbs / Ft)

Where:

P = Fluid density (slugs / pie3)

G = Vortex resistance (ft2 / sec) (G = 2.n.b.Vr)

V = Flow rate (foot / sec)

Vr = Rotational speed (foot / sec) (Vr = 2.n.b.s)

b = cylinder radius

s = revolutions / sec

pi = 3.14159

Two early aerodynamics determined the magnitude of the lift force, Kutta in Germany and Joukowski in Russia. The elevation equation for a rotating cylinder bears their names. The equation indicates that the elevation L per unit length along the cylinder is directly proportional to the velocity V of the flow, the density p of the flow and the force of the vortex G that is established by the rotation.

The equation gives the length of elevation per unit because the flow is two-dimensional. (Obviously, the longer the cylinder, the higher the elevation) The determination of the force of the vortex G requires a little more mathematics. The force of vortex is equal to the speed of rotation Vr multiplied by the circumference of the cylinder. If b is the radius of the cylinder.

Where pi = 3.14159. The speed of rotation Vr is equal to the circumference of the cylinder multiplied by the rotation of the cylinder.

U.S. Patent No. 5,310,372, to Tibbetts, is directed to a through hull assembly for a marine propulsion including a housing composed of a front and rear section and an axle mounted thereon. The housing is sealed and extends through the hull and contains thrust bearings at one end and needle bearings at the opposite end, as well as lubricant.

U.S. Patent No. 2,521,368, to Hingerty, Jr., is directed to an improved power transmission assembly for a marine propulsion apparatus that intervenes in the ratio of conduction and thrust absorption between the transmission shaft of the engine. and the axis of the propeller of a boat.

U.S. Patent No. 6,758,707, to Creighton, is directed to provide a mounting bracket for use in a marine propulsion system of internal transmission. The central support and the rear bar include one or more sets of bearings, as well as a seal for both ends of a support housing to prevent water from entering the support housing.

U.S. Patent No. 5,370,400, to Newton et al, is directed to a sealing system for affecting a seal around a rotating cylindrical shaft at a location where the shaft extends through a boat hull.

U.S. Patent No. 3,863,737, Kakihara, is directed to an aft tube bearing assembly having means for flowing a lubricating fluid from the bow end of the assembly to a tank at its stern end before returning along the inside of the bearing.

U.S. Patent No. 4,875,430, to Sirois, is directed to a method for assembling a marine propulsion assembly and a boat.

In addition, GB 1032427 A discloses an enclosed shaft system comprising all the features of the preamble of claim 1. These prior art patents disclose various constructions for marine propulsion systems. It is highly desirable to use the disclosed self-contained shaft system that is enclosed, filled with oil and includes a thrust bearing assembly that includes an oil pump to circulate the oil throughout the system. The system reduces vibration and noise, allows the propeller to use more horsepower supplied, reduces installation time and increases the time between recommended maintenance.

Summary of the invention

Disclosed is an enclosed set, filled with oil, that supports the shaft and thrust in a marine vessel. The enclosure eliminates the exposure of an axis of transmission to the environment. In a conventional marine vessel transmission shaft installation, the transmission shaft is exposed to salt water, so sacrificial zinc parts are required to prevent premature corrosion and paint to prevent marine growth. The degradation of zinc, as well as paint, along with various environmental pressures can produce vibrations. The thrust bearing assembly allows the thrust to be directed to the axle mounting system instead of through the main propulsion engines and insulators of the vessels, which reduces vibration and noise emissions. In addition, the elimination of the thrust load transmitted directly to the propulsion engines reduces wear on the motor mounts, insulators and motor support structures. The non-rotating casing of the shaft assembly eliminates the Magnus effect that can be calculated by the Kutta Jukowski theorem, which allows clean water to flow to the propeller, which allows the propeller to use more delivered horsepower. The antifouling paint will also last longer on a surface that does not rotate at high speeds.

Therefore, an object of this invention is to provide an enclosed and accessible shaft for the propulsion of small boats. More specifically, the invention is an enclosed axle system intended to replace the existing fixed axle technology as a one-piece bolt in the system.

Accordingly, a main objective of the present invention is to substantially shorten the time required to install and align an axle and an engine system.

A further objective of the present invention is to substantially increase the maintenance interval of a drive shaft system, in the order of hundreds of hours before the recommended maintenance.

It is yet another object of the present invention to provide more horsepower to the propeller on average due to reductions in friction within the drive train.

Yet another objective of the invention is to provide advantages conventionally found in large commercial vessels that can be mass produced for small pleasure craft.

A further object is to provide a linear support along the total length of the shaft by providing journal bearings that are evenly spaced along the axis to prevent the distortion generated by torque along the axis (helix formation).

Other objects and advantages of this invention will become apparent from the following description taken in conjunction with the accompanying drawings in which certain embodiments of this invention are set forth, by way of illustration and example. All the drawings contained herein constitute a part of this specification and include exemplary embodiments of the present invention and illustrate various objects and features thereof.

Brief description of the figures

Figure 1 is a side sectional view of the enclosed axle system showing its main components and their relation to the external components: transmission shaft, cylindrical housing, thrust assembly, insulator with hull section, munon bearing, housing Stern bearing and helical center.

Figure 2 is a schematic view of the enclosed shaft system showing the flow of lubricant to and from a thrust assembly.

Figure 3 is an isometric view of a munon bearing of the present invention showing internal and external lubrication discharges.

Figure 4 is a lateral detail in section of the thrust assembly, showing its main components: conical thrust bearings, forward and reverse, impeller-distributor and its housing.

Figure 4A is a sectional side view of an alternative embodiment of the thrust assembly described in Figure 4.

Figure 5 is a sectional side detail of the insulator showing its penetration into the hull or the stern of the boat, and its sealing and support members.

Figure 6 is a schematic view of the impeller-distributor and its accompanying oil reservoir, showing the flow of lubricant from the reservoir through the impeller-distributor and back to the reservoir, and a final view of the impeller showing its main components : port of entry, port of exit, barrier, port of interior lubrication, port of external lubrication and rotor.

Figure 7 is an end view of the housing of the impeller, or stator.

Figure 8a is an end view of the impeller rotor.

Figure 8b is a side view of the rotor of the impeller.

Figure 9 is a side view of the bearing housing of the propeller, the axle housing and the mounting bracket of the craft shaft.

Figure 10 is a cross-sectional view of the bearing housing of the propeller including the shaft and shaft housing.

Detailed description of the invention

Enclosed shaft system. Referring first to Figure 1, the outer case or enclosure 30 of the enclosed shaft system is shown. In the preferred embodiment, it is constructed with a stainless steel tubena of 316 or 304 ASTM quality. The size of the tubena for each housing is carefully selected so that the mounting bracket 17 used by the original equipment manufacturer (OEM) can, with minor modifications; accommodating the housing once the original bearing (not shown) has been removed from the strut barrel 16.

Munon bearing or bearings. Within the housing 30 there is one or more bearings 31 of bronze munon. These are totally hydrodynamic, that is, they are completely submerged in fluid lubricant. The rotation of the shaft 10 attracts the lubricant in the direction of rotation toward the center of the munon, and generates a dynamically generated pressure inside the munon bearing 31, preventing metal-to-metal contact. In the preferred embodiment with suitable tolerances, these bearings develop approximately 10 PSI at an angular normal operating speed. The main purpose of the munon bearing 31 is to support the shaft 10 and reduce axial distortion under torsion loads, which can result in vibration and a reduction in the possible transmission of horsepower. A secondary benefit of the munon bearing 31 is to support the housing 30 against the shaft 10; the housing 30 is prone to deviation from the dynamic pressure of the water flowing around it by the movement of the vessel. As shown in Figure 3, each munon bearing 31 includes external oil passages 32 and internal oil passages 33. The external oil passages 32 allow the flow of lubricant between the bearing 31 and the housing 30, while the internal passages allow the flow of lubricant between the bearing 31 and the shaft 10.

A nominal 2-inch (5 cm) shaft will carry the stiffness or longitudinal hardness of an axle of 3.5 inches (8.9 cm) due to this additional support. It was found that a series of munon bearings 31 spaced between 20 and 30 inches (51 and 76 cm) is beneficial for the overall operating efficiency of the axle system.

Housing with insulating frame. The housing 30 is threaded at both ends allowing one end to be threaded into the helical bearing housing 18 and the other end to be threaded into the insulating mount 90. Apart from the threaded connections at the ends, the housing 30 has no thrust from the helical assembly 19 and is only a housing or conduit containing lubricant for the bearings; there is only a minimal mechanical load inside the housing 30. Once the housing 30 is installed, the strut barrel 16 is injected with a marine grade structural polyurethane adhesive 20, such as 3M 5200 in the preferred embodiment, which binds flexibly the housing to the strut, which reduces the transmission of noise and reduces metal-to-metal contact, as shown in Figure 9.

Insulating frame. Referring again to Figure 1, the insulator mount 90 is developed to reduce the amount of space occupied by the thrust assembly 50 within the machine room. This insulator 90 is mounted in place of the traditional packing box or non-drip seals normally installed in cans with axles of the conventional technique. It is the entrance by the system of axis in the hull of the boat, and transmits all the thrust of the propeller through the thrust bearings to the structure of the hull of the boat. It also seals the point of penetration into the helmet using two rings 94 and 94 'of urethane bearing, one inside the hull and one outside.

With reference to Figure 5, the assembly of the insulator 90 has a divided design, an internal main insulator mount 92 and an outer backing ring 93 of the insulator, which together compress the urethane bearings 94 and 94 'in both sides of the hull structure 91, sealing the entry point of the shaft system, in addition to providing a flexible mounting point to reduce the transmission of noise and vibration.

The urethane bearings 94 and 94 'are dimensioned and have the correct hardness that, once compressed, to the force required by each axle model; will transmit the thrust to the hull structure 91 and flex sufficiently to provide a continuous water seal to the hull 91. Urethane has proven to be the preferred material in the invention due to its physical characteristics - it is impervious to most of the qmmicos products, retains tremendous dimensional stability (ie, has no shape memory), retains stability at temperatures of -40 to 200 ° F (-40 to 93 ° C). The thrust assembly 50 is bolted directly to the insulator mount 90, thereby reducing the amount of space required within the helmet in relation to the conventional technique. An O-ring 99 seals push assembly 50 to the insulating mount 90. The insulator mount 90 eliminates installation time for separate insulators and thrust assemblies, and further reduces the total installation time of the shaft for substantial savings for the boat manufacturer in overhead costs.

Push set. With reference to Figure 4, the preferred thrust assembly 50 of the invention is shown. The thrust housing 51 is preferably made of 6061-T6 aluminum, carbon steel, stainless steel or bronze, depending on the application. This housing 51 contains components that together give the thrust assembly its unique efficiency. The thrust housing 51 is bolted to the main insulator assembly 90 and transmits the thrust from the propeller 19 through the insulating mount 90 to the hull structure 91 of the boat. The following is a description of each of the components found within the push assembly 50 in a preferred embodiment of the invention.

The forward thrust bearing 52 and the reverse thrust bearing 53 are conical roller bearings manufactured by their thrust bearing properties and their ability to circulate the lubricant in a predictable manner. The advance and return thrust bearings are of the known art and are not considered, in themselves, as a separate inventive matter in the context of the invention. In the preferred embodiment, Timken conical roller bearings are selected. Oil Impeller / Front Thrust Bearing Sleeve. With reference again to Figure 4, between the forward thrust bearing 52 and the back push bearing 53 there is an impeller-distributor structure 70 which circulates the fluid lubricant from the thrust bearing housing 51 downwards. the shaft housing and returns it to a separate oil tank, and returns to the bearing housing 51. An internally mounted lubricant impeller-distributor 70 integral with the thrust assembly 50 is considered as a novel feature of the present invention. Figure 4A shows an alternative embodiment of the thrust assembly 50 'to the thrust assembly 50 shown in Figure 4. In this embodiment, the advance thrust bearing 52' has the same size as the reverse thrust bearing 53 '. In addition, the structure 70 of the impeller-distributor is located adjacent to the reverse thrust bearing 53 'on a side opposite to the forward thrust bearing 52' and not between the forward and reverse thrust bearings as shown in Figure 4. Located between the advance and return thrust bearings 52 'and 53' is an annular ring 58 which acts as a cradle to provide the proper amount of space for operation within the conical bearings.

Distributor-impeller. The impeller-distributor 70 has a centrifugal component of its pumping action, aided by the natural tendency of a conical bearing to displace the oil in the direction of the narrow end of the cone. This centrifugal action of a conical bearing is a known technique, and is described by the manufacturer's literature, including Timken Superprecision bearings, a catalog of bearings and application notes. Referring now to Figure 6, a shield or flange (rotor 80 of the impeller) is part of the design of the impeller-distributor of the invention, which is closely coupled with the impeller chamber with the shoulders of the stator or the impeller housing 71 and the passages 81 and 82 of machined oil in the main bearing housing 51, or stator 71. The lubricant displaced by the conical bearings 52 and 53 is channeled and fed through the radial grooves 81 and 82 machined in the stator 71 of impeller-distributor impeller 70, which then directs the oil to the eccentric oil chamber mechanized inside the thrust bearing housing. This coupled with the vanes 83 arranged around the penometer of the impeller rotor 80 and closely matched with the stator driving chamber 71, develops pressure within the suction and oil conducting passage 81 within the entrainment passage 82, inducing circulation to and from the 73 tank of lubricant. The lubricant is induced back from the tank 73 to the intake passage 81 through the line 76 and the port 74 of the stator driving chamber 71 by the impeller rotor 80 and is pressurized into the impeller chamber 71. The lubricant returns to the reservoir 73 through the oil stripping passage 82 through the line 77 and port 75. When the shaft, and therefore the impeller rotation 80, is reversed, the flow to and from the reservoir it is also reversed. With reference both to Figure 6 and Figure 2, the pressurized lubricant leaves the impeller 70 and deviates downwardly from the axle housing 30 towards the housing of the propeller bearing past the conical thrust bearing 52 or 53 and the single-shaped impeller chamber of the stator 71 surrounding the impeller rotor 80. The rotating shaft 10 naturally pulls the lubricant around itself in a helix near the shaft, similar to the Magnus effect in freely rotating bodies. The lubricant in the helical bearing housing 18 is rotated and forced back against the natural flow of lubricant pulled down the shaft 10; however, this lubricant returns against the inner surface of the outer shaft casing 30, returning to the main bearing housing 51, passing through the conical bearing 52 or 53 and then recycling again to the reservoir 73. The normal installation angle of A marine axis, with the inner end slightly raised, ensures that any air within the system eventually reaches the tank, which will purge the system. The impeller-distributor 70 is a passive unit in the sense that it forms part of the rotating mass of the shaft, and has no metal-to-metal contact with non-rotating components (ie, it is not engaged) and, therefore, it absorbs little or no power transmitted through the shaft system. The stator 71 of the impeller is also the main component supporting the advancing thrust bearing 52 and is a main component of the thrust assembly 50. The advancing conical thrust bearing 52 is installed against or at the sleeve end (depending on the application) of the impeller and is adjusted by compression to the chamber 71 of the impeller and to the return bearing 53, by the pressure exerted by the flange or complementary coupling. The clearance of the bearing or the amount of operating space within the conical bearing is regulated by the tolerance of the impeller manifold 70 by the use of cradles as or if required. This simplifies the replacement of bearings 52 and 53 in the field, since the manufactured tolerance of the bearings is close enough so that the factory adjusted clearance is in all cases within the preferred clearance tolerance for the invention. .

Seal sleeve. Continuing with the reference to Figure 4, a seal sleeve 95 is used to compress the aforementioned package of bearings, inside the main thrust bearing housing 51 against the shoulder of the shaft 10. A secondary function of the seal sleeve 95 is forming a lubricant seal between the shaft 10 and the main thrust bearing housing 51. The front plate of the thrust housing 51 carries a seal 97 of conventional rubber lip, the sealing surfaces of which are displaced on the surface of the sealing sleeve 95. Within the sealing sleeve 95 there is an "O" ring 96, which seals the sealing sleeve 95 to the shaft 10. The complementary flange or coupling 11 can be retained by a single stake nut of the conventional technique and tightened to an adjustment of torque appropriate for the shaft size; it rests against the end of the sealing sleeve 95, compressing the entire package of bearings.

Coupling The complementary or companion flange 11 can be anchored or keyed to the axis 10, depending on the specific application. The end of the shaft 10 is threaded and a stake nut is suitably tightened against the coupling 11, and is staked to a machined key on the threaded shaft 10 to prevent it from loosening.

Coupling sleeve and integrated seal. In the preferred embodiment, the sealing sleeve 95 and the complementary flange 11 can be of a single piece, and can be mounted on the shaft by a hole drilled and threaded into the coupling end of the shaft 10.

Propeller bearing housing. Referring again to Figures 1, 9 and in greater detail in Figure 10, a helical bearing housing 18 is threaded into the end of the housing 30 and consists of two housing components, both made of brass to resist corrosion of the housing. salt water: the lodging itself, and the seal bearer. The housing supports a heavy load needle bearing 14 running on a hardened inner ring track 15 installed on the shaft 10. This assembly carries only radial loads and is designed to withstand any impact that may occur when the navigator makes inadvertent contact with underwater obstacles. The bearing housing 18 of the finishing propeller is a seal carrier with two seals 16 and 17 of rubber lip one facing outwards to prevent water from entering the system and one inwards to prevent the oil from escaping. The carrier is threaded or joined by any suitable means and is sealed to the housing. This seal carrier construction is considered as of the conventional technique.

Axis. The transmission shaft 10 is preferably made of high chrome or higher stainless steel, which is noted for its high torsional strength and saltwater corrosion resistance. At the end of the propeller, the transmission shaft 10 is machined to conventional specifications with the standard SAE or ISO conical shape and keys or slots, and threaded to accept helical locknuts and a cotter pin. At the inner end, the transmission shaft 10 is machined with a shoulder to accommodate the thrust housing 51 and the coupling component 11 according to the inventor's own specifications, and is threaded to accept a stake nut of the conventional technique. A transmission shaft 10 is preferably sized to accept the desired horsepower by applying a safety factor, generally a factor of 5.0 for diesel engines and a factor of 2.0 for gasoline engines. Due to the additional support provided to the shaft system along its length by the housing 30 and the assist support bearings 31 (as shown in Fig. 1), an axle 10 may have an insufficient size with reasonable safety for deliver the same power to the propeller. The safety factors of approximately 3.0 are satisfactory for medium to low diesel horsepower applications and 4.0 for higher horsepower. This allows considerably lower system costs through reductions in material costs, and achieves competitive equipment prices and lower installation costs for manufacturers, in addition to eliminating warranty and maintenance problems. The system as disclosed has a first recommended maintenance program of 3,000 hours, a notable deviation from conventional art.

All patents and publications mentioned in this specification are indicative of the levels of those skilled in the art to which the invention pertains.

It should be understood that, while a certain form of the invention is illustrated, it should not be limited to the specific form or arrangement herein described and shown. It will be apparent to those skilled in the art that various changes can be made without departing from the scope of the invention and that the invention should not be considered limited to what is shown and described in the specification and in the drawings / figures included herein.

One skilled in the art will readily appreciate that the present invention is well adapted to carry out the objectives and obtain the purposes and advantages mentioned, as well as those inherent therein. The realizations, The methods, methods and techniques described herein are currently representative of the preferred embodiments, are intended to be exemplary and are not intended to be limitations on scope. Although the invention has been described in connection with specific preferred embodiments, it is to be understood that the invention as claimed should not be unduly limited to such specific embodiments. In fact, it is intended that various modifications of the modes described to carry out the invention that are obvious to those skilled in the art are within the scope of the following claims.

Claims (12)

An enclosed axle system that is incorporated into a marine propulsion apparatus of a vessel comprising: an axle (10); said shaft (10) having a first end that is adapted to receive a propeller (18) and a second end that is adapted to be connected to a coupling (11) for connection to a motor; having an outer casing (30) a first and second end, said shaft (10) extending through said outer casing (30); the first end of said outer shell (30) being connected to a bearing housing (18), wherein said bearing housing (18) contains a bearing assembly (14, 15) for supporting said shaft (10), said shaft extending (10) through said bearing housing (18), and a first seal assembly located between the shaft (10) and the bearing housing (18); an insulating frame (90) connected to the second end of the outer casing (30), said axis (10) extending through the insulating mount (90); where a pushing assembly (50) contains forward and backward thrust bearings (52, 53) supporting said shaft (10), said shaft (10) extending through said thrust assembly (50) and a second assembly (50) 97) located between said thrust assembly (50) and said shaft (10), wherein said insulating mount (90) is adapted to pass through the hull (91) of the vessel, said thrust assembly (50) it is connected to the insulating frame (90), and the thrust generated by the shaft (10) is transmitted from the push assembly (50) to the insulating frame (90) and is characterized in that said insulating frame (90) includes a set (92). , 93, 94) between the insulating mount (90) and the hull (91) of the vessel, a source (73) of pressurized lubricant circulating through said thrust assembly (50), said frame (90) insulator said outer housing (30) and said bearing housing (18) for lubricating said enclosed shaft system. An enclosed shaft system of claim 1, wherein the bearing assembly (14, 15) contained within the bearing housing (18) is a needle bearing assembly that runs in an installed hardened ring track on the shaft (10). 3. An enclosed shaft system of claim 1, wherein the outer housing (30) includes one or more bearings (31) of munon positioned within the outer housing (30) and supporting the shaft (10). 4. An enclosed shaft system of claim 3, wherein each bearing (31) of munon is formed as a cylinder, the outer wall of said journal bearing (31) in contact with the inner wall of said housing (30). ) externally and the inner wall of said bearing (31) of munon in contact with said shaft (10), said bearing (31) of munon further includes a plurality of external oil passages (32) formed in the outer wall of the cylinder and a plurality of internal oil passages (33) formed in the inner wall of the cylinder. An enclosed shaft system of claim 1, wherein the insulator mount (90) includes a main isolator mount (92) adapted to be installed from within the hull of the ship, first ring bearings (94, 94 ') and second, the ring bearings (94) being adapted to be mounted from inside the boat and the second ring bearing (94 ') adapted to be mounted outside the hull of the vessel, and a back-up ring (93) mounted outside of the hull of the ship, and a plurality of bolts connecting the backup ring (93), the first and second ring bearings (94, 94 '), the main isolator (92) and said thrust assembly (50). An enclosed shaft system of claim 1, wherein the thrust assembly (50) includes an impeller (70) positioned and actuated by the shaft (10) to circulate the lubricant throughout the enclosed shaft system. An enclosed shaft system of claim 6, wherein the impeller (70) is positioned on the shaft (10) between the advance thrust bearing assembly (52) and the thrust bearing assembly (53). back. An enclosed shaft system of claim 6, wherein an annular ring is positioned between the forward and reverse thrust bearings (52, 53) to act as a cradle (58) and provide the proper amount of space of operation inside the bearings (52, 53). An enclosed shaft system of claim 8, wherein the impeller (70) is located on said shaft (10) adjacent to the back push bearing (53 '). An enclosed shaft system of claim 1, wherein the outer shell (30) is configured to be received in a barrel (16) of a mounting strut (17) attached to the hull of a vessel. An enclosed shaft system of claim 10, wherein the adhesive (20) is injected between the outer housing (30) and the cylinder (16) of said mounting bracket to flexibly attach the housing (30) outer to the strut (17) thus reducing the transmission of noise and contact metal to metal. An enclosed shaft system of claim 1, wherein said first seal assembly (18) is comprised of two rubber lip seals (17) one of which is oriented outwardly of the bearing housing (18) to prevent water from entering the enclosed shaft system and one facing inward towards the outer casing (30) to prevent said lubricant from escaping.